WO2021261320A1 - Vehicle cooling device - Google Patents

Abstract

[Problem] To provide a vehicle cooling device that ensures sufficient cooling performance for a battery and the cabin, and allows for a higher degree of freedom in the design of the onboard layout of a heat exchanger made to function as a radiator. [Solution] The vehicle cooling device comprises a first refrigerant circuit R1 that cools air sent to the cabin, a first coolant circuit W1 including a first pump 21 that pumps a coolant and a radiator 22 that cools the coolant, a second coolant circuit W2 including a second pump 31 that pumps a coolant and a battery-cooling heat exchanger 32 that cools a battery Ba, and a second refrigerant circuit R2 that includes a second compressor 41 that compresses a refrigerant, a first heating medium heat exchanger 42 that releases heat of the compressed refrigerant, a coolant-cooling expansion device 43 that depressurizes and expands the refrigerant having released the heat, and a second heating medium heat exchanger 44 that causes the refrigerant to absorb heat. The first coolant circuit W1 and the second refrigerant circuit R2 are thermally coupled by the first heating medium heat exchanger 42, while the second coolant circuit W2 and the second refrigerant circuit R2 are thermally coupled by the second heating medium heat exchanger 44.

Description

Vehicle cooling system

The present invention relates to a vehicle cooling device having a function of cooling a battery mounted on a vehicle and capable of storing electric power for traveling the vehicle and a function of enabling temperature control in the vehicle interior.

Conventionally, the air conditioner shown in Patent Document 1 is known as an air conditioner having a function of cooling a heat generating device such as a battery mounted on a vehicle and enabling temperature control in the vehicle interior.
As shown in FIG. 12, this includes a refrigerating cycle 100 that circulates a refrigerant to enable cooling of the air supplied to the passenger compartment, and a high-temperature heat medium to enable heating of the air supplied to the passenger compartment. It includes a high-temperature cooling water circuit 200 that circulates, and a low-temperature cooling water circuit 300 that circulates a low-temperature heat medium to enable cooling of the battery Ba and other heat-generating devices ePT.

The refrigeration cycle 100 includes a series refrigerant flow path 100a to which a compressor 101, a condenser 102, a first expansion valve 103, and an outdoor heat exchanger 104 are connected in series, a second expansion valve 105, and an air cooling evaporator 106. , And the constant pressure valve 107 are connected in series, and the series path is connected in parallel to the series refrigerant flow path 100a, the first parallel refrigerant flow path 100b, the third expansion valve 108, and the cooling water cooling evaporator. The outdoor heat exchanger 104 is provided with a second parallel refrigerant flow path 100c in which 109 is connected in series and the series path is connected in parallel with the series refrigerant flow path 100a, and the outdoor heat exchanger 104 is provided by the first expansion valve 103. It switches between functioning as a heat absorber and functioning as a radiator.

The high-temperature cooling water circuit 200 is connected in parallel to the high-temperature side circulation flow path 200a that circulates the high-temperature heat medium (high-pressure side cooling water) to the high-temperature side pump 201, the condenser 102, and the heater core 202, and is connected in parallel to the heater core 202. The two-way valve 203 and the high-temperature side radiator 204 are provided with a radiator flow path 200b for flowing high-temperature side cooling water, and the condenser 102 heats the high-pressure side refrigerant discharged from the compressor 101 and the cooling water of the high-temperature cooling water circuit 200. The high-pressure side refrigerant is condensed by exchanging the refrigerant, and the flow of the cooling water in the high-temperature cooling water circuit 200 is switched by the two-way valve 203.

The low-temperature cooling water circuit 300 includes a low-temperature side main flow path 300a in which the first low-temperature side pump 301 and the cooling water cooling evaporator 109 are connected in series, and a low-temperature side radiator flow path 300b in which the low-temperature side radiator 302 is arranged. The cooling water circuit that circulates the low temperature side cooling water is connected in parallel to the low temperature side main flow path 300a, and is connected in parallel to the battery flow path 300c in which the battery Ba is arranged and the low temperature side main flow path 300a. , The second low temperature side pump 304 and the equipment flow path 300d in which the other heat generating equipment ePT is arranged, and the cooling water cooling heat exchanger 109 is a low pressure refrigerant and a low temperature cooling water circuit flowing out of the third expansion valve 108. The low-pressure refrigerant is evaporated by exchanging heat with the cooling water of 300, and the cooling water of the low-temperature side main flow path 300a is switched between a state in which it flows in the battery flow path 300c and a state in which it does not flow by the first three-way valve 305. The valve 306 switches between a state in which the cooling water of the low temperature side main flow path 300a flows in the equipment flow path 300d and a state in which the cooling water does not flow.

Therefore, in such a configuration, the refrigerating cycle 100 can absorb heat from the air supplied to the vehicle interior by the air cooling evaporator 106 and dissipate the heat by the outdoor heat exchanger 104, and the high temperature side cooling water circuit. The high-temperature cooling water can be radiated by the high-temperature side radiator 204 by the 200, and the heat generated by the battery Ba and other heat-generating equipment ePT can be radiated by the low-temperature side radiator 302 by the low-temperature cooling water circuit 300.

Further, the heat absorbed by the air cooling evaporator 106 can be transferred to the high temperature cooling water circuit 200 via the condenser 102 and dissipated by the high temperature side radiator 204, and the cooling water cooling evaporator 109 can be used. It can be transferred to the low temperature cooling water circuit 300 via the low temperature cooling water circuit 300, and heat can be dissipated by the low temperature side radiator 302. Further, the heat generated from the battery Ba and other heat generating devices ePT is transferred to the refrigeration cycle 100 via the cooling water cooling evaporator 109 and dissipated by the outdoor heat exchanger 104, and the high temperature is generated via the condenser 102. It can be transferred to the cooling water circuit 200 and dissipated by the radiator 204 on the high temperature side.

As described above, in the conventional configuration, the heat absorbed by the air cooling evaporator 106 is dissipated by the outdoor heat exchanger 104, the high temperature side radiator 204, and the low temperature side radiator 302, and the heat generating device including the battery Ba. It is possible to dissipate the heat from the low temperature side radiator 302, the outdoor heat exchanger 104, and the high temperature side radiator 204.

Japanese Unexamined Patent Publication No. 2019-0345887

However, in the above configuration, since one refrigerating cycle device is used to perform the cooling function of the vehicle interior and the heat transfer of the cooling water, the cooling required for the air cooling heat exchanger 106 at a high temperature in the vehicle interior is performed. If the amount is large and at the same time the battery Ba is charged and actively generates heat, and the amount of cooling required to cool the battery Ba is also large, there is a concern that the cooling capacity will be insufficient.
In addition, since three heat exchangers, an outdoor heat exchanger 104, a high temperature side radiator 204, and a low temperature side radiator 302, are required as heat exchangers that control the heat dissipation function, there is no freedom of mounting on the vehicle and heat for air cooling. It is not realistic from the viewpoint of layout in a limited mounting space to newly provide a dedicated radiator in order to increase the cooling capacity of the cooling device such as the exchanger 106 and the battery Ba.

The present invention has been made in view of the above circumstances, and it is possible to secure sufficient cooling capacity of the battery and the vehicle interior, and to increase the degree of freedom in designing the in-vehicle layout of the heat exchanger that functions as a radiator. The main issue is to provide a cooling device for vehicles.

In order to achieve the above problems, the vehicle cooling device according to the present invention is a first compressor (11) that compresses the refrigerant, and a condenser (13) that condenses the refrigerant compressed by the first compressor (11). , The air cooling expansion device (14) that decompresses and expands the refrigerant condensed by the condenser (13), and the air that is blown into the passenger compartment by the depressurized and expanded refrigerant by the air cooling expansion device (14). The first refrigerant circuit (R1) that connects the air cooler (4) at least in this order,
A first pump (21) for pumping cooling water, and a first cooling water circuit (W1) having a radiator (22) for cooling the cooling water pumped by the first pump (21).
A second cooling water circuit having a second pump (31) for pumping cooling water and a battery cooling heat exchanger (32) for cooling the battery (Ba) with the cooling water pumped by the second pump (31). (W2) and
The second compressor (41) that compresses the refrigerant, the first heat medium heat exchanger (42) that dissipates the refrigerant compressed by the second compressor (41), and the first heat medium heat exchanger (42) dissipate heat. At least a cooling water cooling expansion device (43) that decompresses and expands the cooled refrigerant and a second heat medium heat exchanger (44) that absorbs heat into the depressurized and expanded refrigerant by the cooling water cooling expansion device (43). The second refrigerant circuit (R2) connected in this order and
Equipped with
The first cooling water circuit (W1) and the second refrigerant circuit (R2) are thermally coupled by the first heat medium heat exchanger (42).
The second cooling water circuit (W2) and the second refrigerant circuit (R2) are thermally coupled by the second heat medium heat exchanger (44).
It is characterized by that.

Therefore, four cycles of the first refrigerant circuit R1, the first cooling water circuit W1, the second cooling water circuit W2, and the second refrigerant circuit R2 are provided, and the cycle for air conditioning in the passenger compartment and the cycle for cooling the battery are made independent. Therefore, even if the cooling requirement of the passenger compartment becomes large and the amount of heat generated by the battery becomes large, it is possible to secure a sufficient cooling capacity. Further, the heat exchanger that functions as a radiator is a condenser 13 in the cycle for air conditioning in the vehicle interior, a radiator 22 in the cycle for cooling the battery, and the radiator of the vehicle cooling device is carried by these two heat exchangers. Therefore, it is possible to increase the degree of design freedom from the viewpoint of in-vehicle layout (it is possible to improve the in-vehicle mountability).

Further, in the above-described configuration, the separated state in which the first cooling water circuit (W1) and the second cooling water circuit (W2) are separated, and the first cooling water circuit (W1) and the second cooling water circuit (W2) are separated. It is preferable to further include a circulation circuit switching device (50) for switching between a connected state in which and is connected to form one circulation circuit.

By providing such a circulation circuit switching device 50, when the amount of heat generated by the battery Ba is small, the first cooling water circuit W1 and the second cooling water circuit W2 are connected to form one circulation circuit to form a radiator. When heat is dissipated by 22 and the amount of heat generated by the battery Ba is large, the heat of the battery Ba is positively generated via the second cooling water circuit R2 while the first cooling water circuit W1 and the second cooling water circuit W2 are separated from each other. By transferring the heat recovered in the second cooling water circuit R2 to the first cooling water circuit W1 while recovering the heat, the heat of the second cooling water circuit W2 can be pumped up to the first cooling water circuit W1.

Here, it is preferable that the heat generating member (ePT) other than the battery can be cooled by the cooling water of the first cooling water circuit (W1).
The appropriate cooling temperature of the battery Ba is generally lower than the appropriate cooling temperature of the other heat generating member ePT, and temperature control in cooling water circuits having different temperatures is required. Therefore, the heat generating member ePT other than the battery Ba is used as the battery Ba. Since it is arranged in the first cooling water circuit W1 that can be separated from the second cooling water circuit W2 that cools the water, it is possible to cool each of them without excess or deficiency.

The condenser (13) and the radiator (22) may be arranged so that the condenser (13) and the radiator (22) overlap with each other with respect to the air flow passing through them. By arranging the condenser 13 and the radiator 22 in an overlapping manner in this way, it becomes easier to secure a mounting space on the vehicle, and it is possible to improve the degree of freedom in the mounting layout.

Further, in the first heat medium heat exchanger (42), the refrigerant of the first flow path (42a) through which the cooling water of the first cooling water circuit (W1) flows and the refrigerant of the second refrigerant circuit (R2) pass through. It is provided with a second flow path (42b), and heat exchange is performed without mixing the cooling water flowing in the first flow path (42a) and the refrigerant flowing in the second flow path (42b). In the two heat medium heat exchanger (44), the third flow path (44a) through which the cooling water of the second cooling water circuit (W2) passes and the fourth flow through which the refrigerant of the second refrigerant circuit (R2) passes. It is preferable to provide a passage (44b) and exchange heat without mixing the cooling water flowing in the third flow path (44a) and the refrigerant flowing in the fourth flow path (44b).

For the above configuration, the first refrigerant circuit (R1) decompresses the refrigerant condensed by the air heater (5) and the condenser (13) that dissipate heat from the refrigerant compressed by the first compressor (1). Further provided with another cooling water cooling expansion device (45) for expansion and a third heat medium heat exchanger (46) for absorbing heat in the refrigerant expanded under reduced pressure by the other cooling water cooling expansion device (45). ,
The first refrigerant circuit (R1) and the second cooling water circuit (W2) are thermally coupled by the third heat medium heat exchanger (46).
The first cooling water circuit (W1) has a bypass passage (16) that bypasses the radiator (22) and a switching valve (17) that switches between a state in which the cooling water is allowed to flow through the radiator (22) and a state in which the cooling water is bypassed. Further preparation may be made.

According to such a configuration, the heat from the heat generating member ePT other than the battery recovered by the first cooling water circuit W1 and the heat of the battery Ba recovered by the second cooling water circuit W2 are transferred from the third heat medium heat exchanger 46 to the third. 1 It can be moved to the cooling circuit R1 and can be used for controlling the temperature inside the vehicle interior by dissipating heat with the air heater 5. Therefore, the battery and other heat generating members can be effectively cooled, and the temperature control in the vehicle interior can be easily controlled.

Here, in the third heat medium heat exchanger (46), the refrigerant of the fifth flow path (46a) through which the cooling water of the second cooling water circuit (W2) flows and the refrigerant of the first refrigerant circuit (R1) flow. It is preferable that the sixth flow path (46b) is provided, and the cooling water flowing in the fifth flow path (46a) and the refrigerant flowing in the sixth flow path (46b) are heat-exchanged without being mixed. ..

In the above configuration, the direction of the flow of the cooling water flowing in the first flow path (42a) and the direction of the flow of the refrigerant flowing in the second flow path (42b) are opposite to each other (counterflow). 1 It is preferable to effectively exchange heat between the cooling water of the cooling water circuit (W1) and the refrigerant of the second refrigerant circuit (R2). Further, the direction of the flow of the cooling water flowing in the third flow path (44a) and the direction of the flow of the refrigerant flowing in the fourth flow path (44b) are opposite (referred to as opposite flow), and the second cooling water circuit ( It is advisable to effectively exchange heat between the cooling water of W2) and the refrigerant of the second refrigerant circuit (R2). Further, the direction of the flow of the cooling water flowing in the fifth flow path (46a) and the direction of the flow of the refrigerant flowing in the sixth flow path (46b) are opposite (referred to as opposite flow), and the second cooling water circuit ( It is advisable to effectively exchange heat between the cooling water of W2) and the refrigerant of the first refrigerant circuit (R1).

As described above, according to the present invention, the present invention includes four cycles of a first refrigerant circuit R1, a first cooling water circuit W1, a second cooling water circuit W2, and a second refrigerant circuit R2, and is a cycle for air conditioning in the passenger compartment. And the cycle for cooling the battery are made independent, so it is possible to secure sufficient cooling capacity of the passenger compartment and the battery even when the cooling demand of the passenger compartment is high and the cooling demand of the battery is also high at the same time. ..
Further, the radiator (condensor 13) used in the cycle for air conditioning in the vehicle interior and the radiator (radiator 22) used in the cycle for cooling the battery are one by one, and the two radiators constitute a vehicle cooling device. Therefore, it is possible to increase the degree of freedom in designing the in-vehicle layout of the heat exchanger that functions as a radiator (it is possible to improve the in-vehicle mountability).

FIG. 1 is a diagram showing a configuration example of a vehicle cooling device according to the present invention. FIG. 2 is a diagram showing an example of a mode in which the air supplied to the battery and the vehicle interior is cooled by using the vehicle cooling device of FIG. 1. FIG. 3 is a diagram showing an example in which a circulation circuit switching device is further provided in the vehicle cooling device of FIG. 1, and is a diagram showing an example in which a four-way valve is used as the circulation circuit switching device. FIG. 4 is a diagram showing an example of each mode in which the battery is cooled by using the vehicle cooling device of FIG. 3, and FIG. 4A shows a connection between the first cooling water circuit W1 and the second cooling water circuit W2. It is a figure which showed the example of the mode in which the heat of the battery is dissipated by the radiator without going through the 2nd cooling water circuit R2 in the connected state which forms one circulation circuit, and (b) is the figure which showed the 1st cooling water circuit W1 and It is a figure which showed the embodiment example which put it in the separated state separated from the 2nd cooling water circuit W2, transfers the heat of a battery to the 1st cooling water circuit W1 through the 2nd refrigerant circuit R2, and dissipates heat by a radiator. FIG. 5 shows that heat-generating members other than the battery can be cooled by the cooling water of the first cooling water circuit W1, and the heat generated by the battery and other heat-generating members can be used to heat the air supplied to the vehicle interior. It is a figure which showed the example of the cooling device for a vehicle. FIG. 6 is a diagram showing an operation mode using the vehicle cooling device of FIG. 5, and FIG. 6A is a separated state in which the first cooling water circuit W1 and the second cooling water circuit W2 are separated. It is a figure which showed the embodiment example which the heat of a battery is recovered to the 1st refrigerant circuit R1 through a 3rd heat medium heat exchanger and is dissipated by an air heater, and FIG. The second cooling water circuit W2 is connected to form one circulation circuit, and the heat of the battery and other heat dissipation equipment is recovered to the first refrigerant circuit R1 via the third heat medium heat exchanger. It is a figure which showed the mode example which dissipates heat with an air heater. FIG. 7 is a diagram showing an example in which a three-way valve is used as a circulation circuit switching device in the vehicle cooling device according to the present invention. FIG. 8A shows a connected state in which the first cooling water circuit W1 and the second cooling water circuit W2 are connected to form one circulation circuit in the configuration of FIG. 7, and the heat of the battery is transferred to the second refrigerant circuit. It is a figure which showed the example of the mode that heat is dissipated by the radiator without going through R2, and FIG. 8 (b) is the separation which separated the 1st cooling water circuit W1 and the 2nd cooling water circuit W2 in the configuration of FIG. It is a figure which showed the example of the mode that the heat of a battery is transferred to the 1st cooling water circuit W1 through the 2nd refrigerant circuit R2, and is dissipated by a radiator. FIG. 9 is a diagram showing an example in which an on-off valve is used as a circulation circuit switching device in the vehicle cooling device according to the present invention. FIG. 10A shows a connected state in which the first cooling water circuit W1 and the second cooling water circuit W2 are connected to form one circulation circuit in the configuration of FIG. 9, and the heat of the battery is transferred to the second refrigerant circuit. It is a figure which showed the example of the mode that heat is dissipated by the radiator without going through R2, and FIG. 10 (b) is the separation which separated the 1st cooling water circuit W1 and the 2nd cooling water circuit W2 in the structure of FIG. It is a figure which showed the example of the mode that the heat of a battery is transferred to the 1st cooling water circuit W1 through the 2nd refrigerant circuit R2, and is dissipated by a radiator. FIG. 11 is a flowchart for explaining an operation example when the battery Ba is cooled by the vehicle cooling device shown in FIG. FIG. 12 is a diagram showing the prior art.

Hereinafter, embodiments of the vehicle cooling device according to the present invention will be described with reference to the drawings.
In FIG. 1, the vehicle cooling device 1 includes a vehicle air conditioner 2 that can control the temperature of a vehicle interior and a battery temperature control device 70 that can cool a battery Ba that can store electric power for traveling a vehicle. ing.

The vehicle air conditioner 2 is mounted on a vehicle such as a private car, a bus, or a construction vehicle, and is provided outside the air conditioner 4 and the air heater 5 arranged in the air conditioner unit 3 and outside the air conditioner unit 3. It is arranged and includes a condenser 13 that can exchange heat with the outside air.
The vehicle has at least an electric motor for traveling the vehicle, and is capable of traveling only with an internal combustion engine and an electric motor, or an electric motor.
An inside / outside air switching device 6 is provided on the most upstream side of the air conditioning unit 3, and the inside air inlet 6a and the outside air inlet 6b are selectively opened by the intake door 7. The inside air or outside air selectively introduced into the air conditioning unit 2 is sucked by the rotation of the blower 8 and sent to the air cooler 4 and the air heater 5, where heat is exchanged and desired outlets 9a to 9c. It is supplied to the passenger compartment from.

The air heater 5 is arranged on the downstream side in the air flow direction in the air conditioning unit 2 with respect to the air cooler 4, and is on the upstream side in the air flow direction of the air heater 5 and on the downstream side in the air flow direction of the air cooler 4. Is provided with a damper 10. The damper 10 can be changed from the position where the air volume passing through the air heater 5 is maximum (heating position: opening 100%) to the position where it is minimum (cooling position: opening 0%). By adjusting the above, the ratio of the air passing through the air heater 5 and the air bypassing the air heater 5 can be adjusted.
The damper 10 is also called an air mix door. Further, an electric heating type heating device (PTC) (not shown) may be arranged on the downstream side of the air heater 4 in the air conditioning unit 2.

The refrigerant inflow side 5a of the air heater 5 is connected to the discharge side α of the first compressor 11, and the refrigerant outflow side 5b of the air heater 5 is connected to the inflow side 12a of the condenser expansion device 12. Further, the refrigerant outflow side 4b of the air cooler 4 is connected to the suction side β of the first compressor 11. The air heater 5 is also called an indoor radiator or an inner condenser.

The outflow side 12b of the condenser expansion device 12 is connected to the refrigerant inflow side 13a of the condenser 13, and the refrigerant outflow side 13b of the condenser 13 is the refrigerant of the air cooler 4 via the air cooling expansion device 14. It is connected to the inflow side 4a. Therefore, the first compressor 11, the air heater 5, the condenser expansion device 12, the condenser 13, the air cooling expansion device 14, the air cooler 4, and the first compressor 11 are connected in a loop in this order. A cycle (first refrigerant circuit R1) is formed.

The battery temperature control device 70 includes a first cooling water circuit W1, a second cooling water circuit W2, and a second refrigerant circuit R2.
The first cooling water circuit W1 pipes a first pump 21 for pumping cooling water, a radiator 22 for cooling the cooling water pumped by the first pump 21, and a first heat medium heat exchanger 42 described later. It is connected and configured. Although not shown, the first pump 21 is arranged on the downstream side of the radiator 22 to suck the cooling water inside the radiator 22 and also to pressure-feed the sucked cooling water to the first heat medium heat exchanger 42. good.
The second cooling water circuit W2 includes a second pump 31 that pumps cooling water, a battery cooling heat exchanger 32 that cools the battery Ba with the cooling water pumped by the second pump 31, and a second heat described later. It is configured by connecting the medium heat exchanger 44 with a pipe. Although not shown, the second pump 31 is arranged on the downstream side of the battery cooling heat exchanger 32, sucks the cooling water inside the battery cooling heat exchanger 32, and sucks the sucked cooling water into the second heat. It may be pumped to the medium heat exchanger 44.

Battery Ba stores electric power for traveling a vehicle and supplies electric power to an electric motor for traveling an automobile. In addition, the battery Ba can be charged and discharged, and generates heat especially during charging. It deteriorates due to excessive heat generation, and the stored capacity of electric power gradually decreases. Therefore, in order to suppress the temperature rise due to heat generation during charging, cooling is required.

The second refrigerant circuit R2 includes a second compressor 41 that compresses the refrigerant, a first heat medium heat exchanger 42 that dissipates heat from the refrigerant compressed by the second compressor 41, and a first heat medium heat exchanger 42. The cooling water cooling expansion device 43 that decompresses and expands the radiated refrigerant and the second heat medium heat exchanger 44 that absorbs heat to the depressurized and expanded refrigerant by the cooling water cooling expansion device 43 are connected by piping at least in this order. It is composed of.

In this example, in the condenser 13 and the radiator 22, the condenser 13 is arranged on the downstream side of the radiator 22 with respect to the flow of air passing through them. Further, in this example, a cooling fan 15 that forms an air flow is arranged on the downstream side of the condenser 13 with respect to the flow of air passing through the condenser 13. However, after the radiator 22 is arranged on the downstream side of the condenser 13, the cooling fan 15 is arranged on the upstream side of the condenser 13 or the downstream side of the radiator 22 with respect to the flow of air passing through the condenser 13. , May form an air flow. Which of the condenser 13 and the radiator 22 is on the upstream side is appropriately selected in consideration of the heat radiation amount of the first refrigerant circuit R1 and the heat radiation amount of the first cooling water circuit W1. In any case, the condenser 13 and the radiator 22 are arranged overlapping with respect to the air flow passing through them. It becomes easier to secure the mounting space on the vehicle, and the degree of freedom in the mounting layout can be improved.

The first heat medium heat exchanger 42 includes a first flow path 42a through which the cooling water of the first cooling water circuit W1 passes and a second flow path 42b through which the refrigerant of the second refrigerant circuit R2 passes. Heat exchange is possible without mixing the cooling water flowing in the first flow path 42a and the refrigerant flowing in the second flow path 42b, and the direction of the flow of the cooling water flowing in the first flow path 42a and the first. The direction of the flow of the refrigerant flowing in the two flow paths 42b is opposite to that of the flow. That is, the direction of the flow of the cooling water flowing in the first flow path 42a and the direction of the flow of the refrigerant flowing in the second flow path 42b have a counterflow relationship.
Further, the second heat medium heat exchanger 44 includes a third flow path 44a through which the cooling water of the second cooling water circuit W2 passes and a fourth flow path 44b through which the refrigerant of the second refrigerant circuit R2 passes. The heat exchange is possible without mixing the cooling water flowing in the third flow path 44a and the refrigerant flowing in the fourth flow path 44b, and the direction of the flow of the cooling water flowing in the third flow path 44a. It is opposite to the direction of the flow of the refrigerant flowing in the fourth flow path 44b. That is, the direction of the flow of the cooling water flowing in the third flow path 44a and the direction of the flow of the refrigerant flowing in the fourth flow path 44b have a counterflow relationship.

In the above configuration, when there is a request for cooling of the vehicle interior and a request for cooling of the battery Ba, as shown in FIG. 2, the first compressor 11 is operated to control the temperature of the vehicle interior. In order to operate the first refrigerant circuit R1 and cool the battery Ba, the first pump 21, the second pump 31, and the second compressor 41 are operated to operate the first cooling water circuit W1 and the second. The cooling water circuit W2 and the second refrigerant circuit R2 are operated.

Then, in the first refrigerant circuit R1, the refrigerant is compressed by the first compressor 11 to a high temperature and high pressure, is supplied to the air heater 5, and the damper 10 is set to the full cool position (the ventilation amount of the air heater 5 is minimized). When it is set to the position where the air is to be heated), the air heater 5 does not exchange heat, but is directly guided to the condenser 13 to dissipate heat here (cooled here). Then, after being decompressed and expanded by the air cooling expansion device 14, the air is guided to the air cooler 4 to cool the air blown to the vehicle interior (the air cooler 4 absorbs heat from the air blown to the vehicle interior). Then, it is sucked by the first compressor 11 and compressed again.

Further, in the first cooling water circuit W1, the cooling water is circulated by the first pump 21 via the radiator 22 and the first flow path 42a of the first heat medium heat exchanger 42. In the second cooling water circuit W2, the cooling water is circulated by the second pump 31 via the battery cooling heat exchanger 32 and the third flow path 44a of the second heat medium heat exchanger 44. In the second refrigerant circuit R2, the refrigerant is compressed by the second compressor 41 to a high temperature and high pressure, is guided to the second flow path 42b of the first heat medium heat exchanger 42, and is the cooling water flowing through the first flow path 42a. It exchanges heat with and dissipates heat to the cooling water of the first cooling water circuit W1 (cooled by the cooling water of the first cooling water circuit W1). Then, after being decompressed and expanded by the cooling water cooling expansion device 43, it is guided to the fourth flow path 44b of the second heat medium heat exchanger 44 and exchanges heat with the cooling water flowing through the third flow path 44a for the second cooling. It absorbs the heat of the cooling water of the water circuit W2 (heated by the cooling water of the second cooling water circuit W2). Then, it is sucked by the second compressor 41 and compressed again.

Therefore, in the above configuration, two independent heat transfer systems (a heat transfer system including the first refrigerant circuit R1 and a first cooling water circuit W1 + second cooling water) are required to cool and cool the passenger compartment and the battery Ba. Since it is possible to divide the work into the heat transfer system composed of the circuit W2 + the second refrigerant circuit R2), it is possible to sufficiently secure the cooling capacity of the vehicle interior and the cooling capacity of the battery Ba. Further, the first compressor 11 for satisfying the cooling requirement of the vehicle interior and the second compressor 41 for satisfying the cooling requirement of the battery Ba may be set based on the respective required values. Can be simplified. For example, if the cooling requirement of the vehicle interior is unchanged, but the cooling requirement of the battery Ba increases, the specifications of only the second compressor 41 may be changed. Then, in cooling the battery Ba, the first cooling water circuit W1 and the second cooling water circuit W2 are separated from each other to weaken the degree of thermal coupling, and the second cooling having the battery cooling heat exchanger 32 is provided. By pumping the heat of the water circuit W2 to the first cooling water circuit W1 via the second refrigerant circuit R2, the battery Ba can be efficiently cooled.

Further, in the above configuration, by arranging the condenser 13 and the radiator 22 so as to overlap with each other with respect to the air flow passing through them, it becomes easier to secure a mounting space on the vehicle, and the mounting layout is free. It is possible to improve the degree.
Further, in the first heat medium heat exchanger 42, the cooling water flowing in the first flow path 42a and the refrigerant flowing in the second flow path 42b are opposite flows, and the second heat medium heat exchanger 42. In 44, since the cooling water flowing in the third flow path 44a and the refrigerant flowing in the fourth flow path 44b are opposite flows, the first heat medium heat exchanger 42 and the second heat medium heat exchanger 44 The heat exchange is also efficiently performed, and it is possible to efficiently recover the heat of the battery and dissipate heat to the first cooling water circuit via the second refrigerant circuit R2.

By the way, in the above configuration, when the battery Ba is cooled, the second cooling water circuit heated by the battery Ba is operated by operating the first and second cooling water circuits W1 and W2 and the second refrigerant circuit R2. The heat of the cooling water of W2 can be effectively assembled in the first cooling water circuit W1, but when cooling the battery Ba, in addition to the first cooling water circuit W1 and the second cooling water circuit W2, the second refrigerant circuit It is necessary to operate R2 without fail. Therefore, if it is desired to cool the battery Ba even when the amount of heat generated by the battery Ba is small, it is necessary to operate the second compressor 41 in addition to the first pump 21 and the second pump 31, which consumes efficient energy. There is room for improvement from the perspective of.

Therefore, with respect to the above configuration, as shown in FIG. 3, a separated state in which the first cooling water circuit W1 and the second cooling water circuit W2 are separated, and the first cooling water circuit W1 and the second cooling water are separated. A circulation circuit switching device 50 for switching between a connected state in which the circuit W2 is connected to form one circulation circuit and a circulation circuit switching device 50 may be further provided.
Specifically, a four-way valve 51 may be provided between the first cooling water circuit W1 and the second cooling water circuit (W2).
The four-way valve 51 has four openings, a first opening 52a, a second opening 52b, a third opening 52c, and a fourth opening 52d, on the outer surface of the valve body 52, and has a rotating body 53 inside the valve body 52. The first opening 52a is connected to the inlet of the first flow path 42a, the second opening 52b is connected to the outlet of the radiator 22, and the third opening 52c is connected to the suction port of the second pump 31. It is connected and the fourth opening 52d is connected to the outlet of the third flow path 44a. As shown in FIG. 4A described later, the rotating body 53 communicates the first opening 52a and the fourth opening 52d, and communicates the second opening 52b and the third opening 52c, and the figure described later. As shown in 4 (b), the state in which the first opening 52a and the second opening 52b are communicated with each other and the third opening 52c and the fourth opening 52d are communicated with each other can be switched by controlling the rotation. There is.

Therefore, in a state where the first opening 52a and the second opening 52b are communicated with each other by the rotating body 53 and the third opening 52c and the fourth opening 52d are communicated with each other, the first cooling water circuit (W1) and the second opening are connected. A separated state is formed in which the cooling water circuit W2 is separated, and the cooling water circulates individually in each cooling water circuit. Further, in a state where the first opening 52a and the fourth opening 52d are communicated with each other by the rotating body 53 and the second opening 52b and the third opening 52c are communicated with each other, the cooling water is the first cooling water circuit W1 and the first. 2 A large circulation path that circulates both with the cooling water circuit W2 is formed.
Since the other configurations are the same as those shown in FIG. 1, the same reference numerals are given to the same parts and the description thereof will be omitted.

In the above configuration, when the amount of heat generated by the battery Ba is small, it is sufficient to air-cool the heat absorbed from the battery Ba by the battery cooling heat exchanger 32. Therefore, a connected state as shown in FIG. 4A is formed, and the cooling water that has absorbed the heat of the battery Ba is applied to the third flow path 44a, the four-way valve 51, the first flow path 42a, and the first pump 21. It leads to the radiator 22 through. The cooling water guided to the radiator 22 exchanges heat with the air passing therethrough and is cooled, and then flows through the battery cooling heat exchanger 32 again via the four-way valve 51 and the second pump 31.

On the other hand, when the amount of heat generated by the battery Ba is large, it is necessary to positively dissipate the heat absorbed from the battery Ba by the battery cooling heat exchanger 32. Therefore, as shown in FIG. 4B, the rotation position of the rotating body 53 of the four-way valve 51 is operated to connect the first opening 52a and the second opening 52b, and the third opening 52c and the fourth opening 52c. The opening 52d is connected, and the first cooling water rotation W1 and the second cooling water circuit W2 are separated from each other. Further, the second compressor 41 is operated to operate the second refrigerant circuit (R2). As a result, the heat of the cooling water of the second cooling water circuit W2 (heat of the battery Ba) is recovered in the second refrigerant circuit R2 by the second heat medium heat exchanger 44, and the heat recovered in the second refrigerant circuit R2 is the second. 1 The heat medium heat exchanger 42 moves to the first cooling water circuit W1, and the heat assembled in the first cooling water circuit (W1) can be dissipated by the radiator 22. Therefore, the heat generated in the battery Ba can be positively transferred to the first cooling water circuit W1 via the second refrigerant circuit R2 and cooled by the radiator 22.

Here, since the first cooling water circuit W1 and the second cooling water circuit W2 are separated from each other, the temperature of the cooling water flowing through the respective cooling water circuits can be made different. Even if the amount of heat absorbed from the battery Ba in the battery cooling heat exchanger 32 is larger than the amount of heat radiated from the radiator 22, the heat of the second cooling water circuit W2 is once recovered by the second refrigerant circuit R2, and the second cooling water circuit R2 is used. 1 Since heat can be dissipated to the cooling water circuit W1, the battery Ba can be cooled at any time. At this time, the temperature of the cooling water of the first cooling water circuit W1 may be higher than the temperature of the cooling water of the second cooling water circuit W2. When this situation (a situation in which the amount of heat absorbed from the battery Ba in the battery cooling heat exchanger 32 is larger than the amount of heat released in the radiator 22) continues and the temperature of the cooling water in the first cooling water circuit W1 rises. The amount of heat radiated from the radiator 22 gradually increases, and eventually balances with the amount of heat absorbed from the battery Ba in the heat exchanger 32 for cooling the battery. In this way, the first cooling water circuit W1 and the second cooling water circuit W2 are separated from each other, and the temperatures of the cooling waters of the respective circuits W1 and W2 can be made different, so that the amount of heat generated by the battery Ba is large. Even if the amount of heat absorbed from the battery Ba in the battery cooling heat exchanger 32 exceeds the amount of heat radiated from the radiator 22, the battery Ba can be reliably cooled at any time and the cooling operation can be continued.

When the amount of heat absorbed from the battery Ba in the battery cooling heat exchanger 32 is larger than the amount of heat radiated from the radiator 22 (the amount of heat radiated at the initial stage of operation of the first cooling water circuit W1), the first cooling water circuit W1 In order to efficiently cool the battery Ba while the second cooling water circuit W2 is separated from the second cooling water circuit W2, the amount of heat dissipated in the radiator 22 when the first cooling water circuit W1 and the second cooling water circuit W2 are connected is larger than the amount of heat released. It is preferable that the amount of heat pumped from the second cooling water circuit W2 to the first cooling water circuit W1 by the second cooling water circuit R2 can be increased. By increasing the amount of heat pumped, even after the first cooling water circuit W1 and the second cooling water circuit W2 are switched from the connected state to the separated state, the heat absorbed from the battery Ba is absorbed by the second cooling water circuit W2. It can move smoothly out of the system and reliably cool the battery Ba.

Further, whether the amount of heat pumped from the second cooling water circuit W2 to the first cooling water circuit W1 by the second refrigerant circuit R2 is the same as the amount of heat absorbed from the battery Ba in the heat exchanger 32 for cooling the battery, or from the battery Ba. It is preferable that the amount of heat absorbed is larger than that of. The heat absorbed from the battery Ba can be prevented from being stored in the second cooling water circuit W2, and the battery Ba can be reliably cooled.

In the above, the vehicle cooling device for cooling the battery Ba has been described, but it is also possible to simultaneously cool heat generating devices (ePT: inverter, motor generator, etc.) other than the battery. In that case, it is desirable to arrange the heat exchanger 23 for cooling the heat generating device (ePT) other than the battery on the first cooling water circuit W1 as shown by the broken line in FIG.
This is different from the permissible temperature zone for maintaining the proper operation of the battery Ba and avoiding the deterioration of the battery Ba and the permissible temperature zone of the other heat generating member ePT, and the permissible temperature zone of the battery is the permissible temperature zone of the other heat generating member. Since it is generally lower than the temperature range, the second cooling water circuit W2 for cooling the battery Ba is different from the first cooling water circuit W1 for cooling the other heat generating device ePT, and there is no excess or deficiency for each. This is because it is preferable to allow cooling.

Further, on the premise of the above configuration, the heat of the battery Ba or the heat of another heat generating device ePT may be used as the heat source of the air heater 5.
An example of such a configuration is shown in FIG. In this example, it is assumed that the first refrigerant circuit R1 has an air heater 5 that dissipates heat from the refrigerant compressed by the first compressor 11, and other cooling that decompresses and expands the refrigerant condensed by the condenser 13. A water cooling expansion device 45 and a third heat medium heat exchanger 46 that absorbs heat into a refrigerant decompressed and expanded by another cooling water cooling expansion device 45 are provided in the air cooling expansion device 14 and the air cooler 4. On the other hand, the first refrigerant circuit R1 and the second cooling water circuit W2 are thermally coupled by a third heat medium heat exchanger 46. Further, the first cooling water circuit W1 is further provided with a bypass passage 16 for bypassing the radiator 22 and a switching valve 17 for switching between a state in which the cooling water is allowed to flow through the radiator 22 and a state in which the cooling water is bypassed.

Here, the third heat medium heat exchanger 46 includes a fifth flow path 46a through which the second cooling water circuit W2 passes and a sixth flow path 46b through which the refrigerant of the first refrigerant circuit R1 passes. Heat exchange is possible without mixing the cooling water flowing in the 5th flow path 46a and the refrigerant flowing in the 6th flow path 46b, and the direction of the flow of the cooling water flowing in the 5th flow path 46a and the sixth flow path 46a. It is opposite to the direction of the flow of the refrigerant flowing in the flow path 46b. That is, the direction of the flow of the cooling water flowing in the fifth flow path 46a and the direction of the flow of the refrigerant flowing in the sixth flow path 46b have a counterflow relationship.
Since the other configurations are the same as those shown in FIG. 3, the same reference numerals are given to the same parts and the description thereof will be omitted.

In such a configuration, the operation mode shown in FIG. 4 can be set, but as shown in FIG. 6A, the four-way valve 51 is the first cooling water circuit W1 and the second cooling water circuit. In the case of separating from W2, the calorific value of the battery Ba is collected in the first refrigerant circuit R1 via the third heat medium heat exchanger 46 and dissipated by the air heater 5 to dissipate heat in the vehicle. It can be used for indoor temperature control. Therefore, it is possible to promote the cooling of the battery Ba and utilize the heat of the battery Ba for controlling the temperature inside the vehicle interior.
The first cooling water circuit W1 may be operated according to the amount of heat generated by the other heat generating device ePT, and the heat generated by the other heat generating device ePT may be appropriately dissipated by the radiator 22.

Further, as shown in FIG. 6B, when the four-way valve 50 is connected to the first cooling water circuit W1 and the second cooling water circuit W2 to form one circulation circuit, the battery is used. The heat generated in Ba and the heat generated in the other heat generating member ePT are recovered in the first refrigerant circuit R1 via the third heat medium heat exchanger 46 and dissipated by the air heater 5 for vehicle interior temperature control. It can be used. In such an operation mode, the battery Ba and other heat generating member ePT are effectively cooled, and the temperature control in the vehicle interior can be easily controlled.

In the above description, an example in which the four-way valve 51 is used as the circulation circuit switching device 50 is shown, but the circulation circuit switching device 50 is not limited to this, and the first cooling water circuit W1 and the second cooling water circuit W2 are used. If the configuration is such that the separated state is switched between the separated state and the connected state in which the first cooling water circuit W1 and the second cooling water circuit W2 are connected to form one circulation circuit, another switching device is used. You may.

As another example of the circulation circuit switching device 50, as shown in FIG. 7, the cooling water provided in the middle of the first cooling water circuit W1 and flowing out of the second heat medium heat exchanger 44 is used as the first heat medium. The first three ways to switch between a state of flowing through the heat exchanger 42 and a state of flowing the cooling water flowing out of the radiator 22 to the first heat medium heat exchanger 42 without flowing through the second cooling water circuit W2. A state in which the cooling water flowing out of the radiator 22 is passed through the battery cooling heat exchanger 32, which is provided in the middle of the valve 54 and the second cooling water circuit W2, and the cooling water sent from the second pump 31 are transferred. It may be configured by a second three-way valve 55 that switches between a state of flowing through the heat exchanger 32 for cooling the battery and a state of passing through the heat exchanger 32.

In such a configuration, as shown in FIG. 8A, the cooling water flowing out of the second heat medium heat exchanger 44 by the first three-way valve 54 is passed through the first heat medium heat exchanger 42. Then, the cooling water flowing out of the radiator 22 by the second three-way valve 55 is brought into a state of flowing to the heat exchanger 32 for cooling the battery, and the first cooling water circuit W1 and the second cooling water circuit W2 are connected to one. By forming the circulation circuit, it is possible to obtain the same action and effect as in FIG. 4A. Further, as shown in FIG. 8B, the first three-way valve 54 cuts off the communication state between the first cooling water circuit W1 and the second cooling water circuit W2, and the cooling water flowing out of the radiator 22 is seconded. The first cooling water circuit W1 forms an independent circulation path by passing it through the first heat medium heat exchanger 42 without flowing through the cooling water circuit W2, and the second cooling water circuit by the second three-way valve 55. The communication state between W2 and the first cooling water circuit W1 is cut off, and the cooling water sent from the second pump 31 is passed through the battery cooling heat exchanger 32 to be used independently by the second cooling water circuit W2. By forming a circulation path and operating the second cooling circuit R2, it is possible to obtain the same effect as in FIG. 4B.

As still another example of the circulation circuit switching device 50, as shown in FIG. 9, the first relay passage 56 and the second relay passage connecting the first cooling water circuit W1 and the second cooling water circuit W2 at two points. 57 is provided, and an on-off valve is provided in at least one of the first relay passage 56 and the second relay passage 57 (in this example, the first on-off valve 58 is provided in the second relay passage 57). A second on-off valve 59 is provided between the connection portion of the first cooling water circuit W1 with the first relay passage 56 and the connection portion with the second relay passage 57, and the first relay passage 56 of the second cooling water circuit W2 is provided. A third on-off valve 60 may be provided between the connection portion with and the connection portion with the second relay passage 57.

In such a configuration, as shown in FIG. 10A, the first on-off valve 58 is opened, the second and third on-off valves 59 and 60 are closed, and the first cooling water circuit W1 and the second cooling water are closed. By connecting the circuit W2 to form one circulation circuit, it is possible to obtain the same effect as in FIG. 4A. Further, as shown in FIG. 10B, the first on-off valve 58 is closed, the second and third on-off valves 59.60 are opened, and the first cooling water circuit W1 and the second cooling water circuit W2 are connected. By setting the separated state and operating the second refrigerant circuit R2 on the separated state, it is possible to obtain the same action and effect as in FIG. 4 (b).

Subsequently, a series of operations when the battery Ba is cooled by the vehicle cooling device 1 shown in FIG. 3 will be described.

In the first cooling water circuit W1, the radiator temperature detection device A is provided between the outlet of the first flow path 42a of the first heat medium heat exchanger 42 and the radiator 22, and the first before heat is dissipated by the radiator 22. The temperature of the cooling water in the cooling water circuit can be measured.

In the second cooling water circuit W2, temperature detection devices B and C for measuring heat absorption are provided at the inlet and outlet of the cooling water to the heat exchanger 32 for cooling the battery, respectively, and the temperature detection device B for measuring heat absorption is provided. , C and the amount of heat absorbed from the battery Ba by the battery cooling heat exchanger 32 (absorption) by the pumping amount of the cooling water by the second pump 31 (circulation amount of the cooling water circulating in the second cooling water circuit W2). The amount of heat) can be measured. For example, the temperature difference of the cooling water flowing into the heat exchanger 32 for cooling the battery is large (the temperature detected by the temperature detection device B for measuring the heat absorption on the inlet side is low, and the temperature detection device C for measuring the heat absorption on the outlet side is low. When the detected temperature is high) and the amount of pumped cooling water by the second pump 31 is large, the amount of heat absorbed (heat absorption) from the battery Ba by the battery cooling heat exchanger 32 is large.

Further, in the first cooling water circuit W1, a pre-heat transfer temperature detection device D is provided at the inlet of the first flow path 42a of the first heat medium heat exchanger 42, and the pre-heat transfer temperature detection device D and the radiator temperature are provided. The amount of heat released by the first heat medium heat exchanger 42 can be measured by the detection device A and the amount of pumped cooling water by the first pump 21. For example, the temperature difference between the temperature of the cooling water flowing into the first flow path 42a and the temperature after the outflow is large (the temperature detected by the pre-heat transfer temperature detection device D is low, and the temperature detected by the radiator temperature detection device A is high). When the amount of pumped cooling water by the first pump 21 is large, the amount of heat transfer (heat pumping amount) from the second cooling water circuit W2 by the second cooling water circuit R2 to the first cooling water cooling circuit W1 is large.
The amount of heat radiated by the first heat medium heat exchanger 42 corresponds to the amount of heat pumped from the second cooling water circuit W2 to the first cooling water circuit W1 when the second refrigerant circuit R2 is operated.

The temperature of the battery Ba is measured by the battery temperature detection device E.

In the above configuration, an operation example will be described with reference to FIGS. 4 and 11. First, charging of the battery Ba is started, and the battery Ba starts to generate heat. The temperature T _BA battery temperature detecting device E has detected reaches the threshold temperature T _B1, or exceeded if it is confirmed (S101), and the first cooling water circuit W1 by operating the circulation circuit switching device 50 The first pump 21 and / or the second pump 31 is operated in a state of being connected to the second cooling water circuit W2 (S102). As a result, the battery temperature control device 70 is in the state shown in FIG. 4A, and cooling of the battery Ba is started.

The temperature T _RA of the radiator temperature detecting apparatus A is detected is continued charging of the battery Ba has reached the threshold temperature T _R1, or exceeded if it is confirmed (S103), the first cooling water circuit W1 And the operation of the cooling fan 15 is started because it is necessary to positively dissipate the cooling water of the second cooling water circuit W2 (S104).

When it rises further to a temperature higher than the temperature T _BA threshold temperature T _B1 which charging is continued by a battery temperature detecting device E detects the battery Ba, the first pump 21 with increasing temperature T _BA a pumping quantity W1 _X of the cooling water, increasing one or both of the operating amount _{F X} of the cooling fan 15, thereby increasing the cooling capacity of the battery Ba (S105).

Furthermore it has reached the temperature T _BA is higher threshold temperature than the threshold temperature T _B1 T _B2 that charging is continued by a battery temperature detecting device E detects the battery Ba, or exceeded that when is confirmed (S106) Assuming that it is difficult to control the temperature of the battery Ba while the first cooling water circuit W1 and the second cooling water circuit W2 are connected, the first cooling water is operated by operating the circulation circuit switching device 50. The circuit W1 and the second cooling water circuit W2 are separated from each other, both the first pump 21 and the second pump 31 are operated, and the second compressor 41 is operated (S107).

Then, with respect to the amount of heat absorbed from the battery Ba by the battery cooling heat exchanger 32, the amount of heat radiated by the first heat medium heat exchanger 42 (the amount of heat pumped from the second cooling water circuit W2 to the first cooling water circuit W1). ) Exceeds, the amount of refrigerant discharged from the second compressor 41, the throttle opening of the cooling water cooling expansion device 43, the amount of operation of the cooling fan 15, the amount of pumped cooling water of the first pump 21, and the second pump 31. The pumping amount of the cooling water of the above is adjusted (S108).

For example, when the amount of heat radiated by the first heat medium heat exchanger 42 is less than the amount of heat absorbed from the battery Ba by the battery cooling heat exchanger 32, and it is necessary to increase the cooling capacity of the battery Ba, the first. 2 The refrigerant discharge amount of the compressor 41 is increased, the throttle opening of the cooling water cooling expansion device 43 is narrowed, the operating amount of the cooling fan 15 is increased, and the pumping amount of the cooling water of the first pump 21 is increased. Then, the pumping amount of the cooling water of the second pump 31 is increased. These controls may be implemented in full or in part. The cooling water cooling expansion device 43 is preferably an electronic expansion valve capable of controlling the valve opening degree.
As a result, the battery temperature control device 70 is in the state shown in FIG. 4B, and the battery Ba is cooled more strongly.

Thereafter, charging of the battery Ba is completed, or the heating value of charge is reduced is decreased, the temperature T _BA threshold temperature T _B2 of the battery temperature detecting device E detects _(or threshold temperature taking into account the hysteresis When it falls below some lower threshold temperature _T B2α) temperature than T _B2 is confirmed (S109), the temperature of the battery Ba in the connected state with the first cooling water circuit W1 and a second cooling water circuit W2 Assuming that management becomes possible, the circulation circuit switching device 50 is operated to connect the first cooling water circuit W1 and the second cooling water circuit W2, and the second compressor 41 is stopped. Both the first pump 21 and the second pump 31 may be continuously operated, or only one of them may be operated. The first cooling water circuit W1 and the second cooling water circuit W2 may be connected to each other and operated so that the cooling water circulates (S110). As a result, the battery temperature control device 70 is in the state shown in FIG. 4A.

Furthermore the battery temperature detection unit temperature E detects T _BA is lower than the threshold temperature T _B2 T _{B1 (or} slightly lower threshold temperature T _B1arufa temperature than the threshold temperature T _B1 in consideration of the hysteresis) that falls below the When confirmed (S111), the cooling of the battery Ba is no longer necessary, and the operation of the first pump 21 and / or the second pump 31 and the cooling fan 15 that have been operating up to that point is stopped (S112). Then, prepare for the next heat generation of the battery Ba.

1 Vehicle cooling device 2 Vehicle air conditioning device 4 Air cooler 5 Air heater 11 1st compressor 12 Condenser inflator 13 Condenser 14 Air cooling inflator 21 1st pump 22 Radiator 31 2nd pump 32 Battery cooling Heat exchanger 41 2nd compressor 42 1st heat medium heat exchanger 42a 1st flow path 42b 2nd flow path 43 Cooling water cooling expansion device 44 2nd heat medium heat exchanger 44a 3rd flow path 44d 4th Flow path 45 Expansion device for other cooling water 46 3rd heat medium heat exchanger 46a 5th flow path 46b 6th flow path 50 Circulation circuit switching device 51 Four-way valve 54, 55 Three-way valve 58, 59, 60 On-off valve 70 Battery Temperature control device Ba Battery ePT Other heat generating equipment R1 1st refrigerant circuit R2 2nd refrigerant circuit W1 1st cooling water circuit W2 2nd cooling water circuit

Claims (11)

The first compressor (11) that compresses the refrigerant, the condenser (13) that condenses the refrigerant compressed by the first compressor (11), and the air that decompresses and expands the refrigerant condensed by the condenser (13). A first connecting the cooling expansion device (14) and the air cooler (4) for cooling the air blown to the passenger compartment by the refrigerant decompressed and expanded by the air cooling expansion device (14) at least in this order. Refrigerant circuit (R1) and
A first pump (21) for pumping cooling water, and a first cooling water circuit (W1) having a radiator (22) for cooling the cooling water pumped by the first pump (21).
A second cooling water circuit having a second pump (31) for pumping cooling water and a battery cooling heat exchanger (32) for cooling the battery (Ba) with the cooling water pumped by the second pump (31). (W2) and
A second compressor (41) that compresses the refrigerant, a first heat medium heat exchanger (42) that dissipates heat from the refrigerant compressed by the second compressor (41), and the first heat medium heat exchanger (42). A cooling water cooling expansion device (43) that decompresses and expands the refrigerant dissipated in ) At least in this order with the second refrigerant circuit (R2),
Equipped with
The first cooling water circuit (W1) and the second refrigerant circuit (R2) are thermally coupled by the first heat medium heat exchanger (42).
The second cooling water circuit (W2) and the second refrigerant circuit (R2) are thermally coupled by the second heat medium heat exchanger (44).
A vehicle cooling device characterized by the fact that. The separated state in which the first cooling water circuit (W1) and the second cooling water circuit (W2) are separated, and the first cooling water circuit (W1) and the second cooling water circuit (W2) are connected. The vehicle cooling device according to claim 1, further comprising a circulation circuit switching device (50) for switching between a connected state in which one circulation circuit is formed. The vehicle cooling device according to claim 1 or 2, wherein the heat generating member (ePT) other than the battery can be cooled by the cooling water of the first cooling water circuit (W1). The claim is characterized in that the condenser (13) and the radiator (22) are arranged so as to overlap the condenser (13) and the radiator (22) with respect to the flow of air passing through them. Item 6. The vehicle cooling device according to any one of Items 1 to 3. In the first heat medium heat exchanger (42), the refrigerant of the first flow path (42a) through which the cooling water of the first cooling water circuit (W1) flows and the refrigerant of the second refrigerant circuit (R2) flow. A second flow path (42b) is provided, and the cooling water flowing in the first flow path (42a) and the refrigerant flowing in the second flow path (42b) are heat-exchanged without being mixed. The vehicle cooling device according to any one of claims 1 to 4. In the second heat medium heat exchanger (44), the refrigerant of the third flow path (44a) through which the cooling water of the second cooling water circuit (W2) flows and the refrigerant of the second refrigerant circuit (R2) flow. A fourth flow path (44b) is provided, and the cooling water flowing in the third flow path (44a) and the refrigerant flowing in the fourth flow path (44b) are heat-exchanged without being mixed. The vehicle cooling device according to any one of claims 1 to 5. The first refrigerant circuit (R1) includes an air heater (5) that dissipates heat from the refrigerant compressed by the first compressor (11), and another refrigerant condensed by the condenser (13) to be depressurized and expanded. A third heat medium heat exchanger (46) for absorbing heat in the refrigerant expanded under reduced pressure by the cooling water cooling expansion device (45) and the other cooling water cooling expansion device (45) is further provided.
The first refrigerant circuit (R1) and the second cooling water circuit (W2) are thermally coupled by the third heat medium heat exchanger (46).
The first cooling water circuit (W1) has a bypass passage (16) that bypasses the radiator (22) and a switching valve (17) that switches between a state in which cooling water flows through the radiator (22) and a state in which the cooling water is bypassed. The vehicle cooling device according to any one of claims 1 to 6, further comprising). In the third heat medium heat exchanger (46), the refrigerant of the fifth flow path (46a) through which the cooling water of the second cooling water circuit (W2) flows and the refrigerant of the first refrigerant circuit (R1) flow. A sixth flow path (46b) is provided, and the cooling water flowing in the fifth flow path (46a) and the refrigerant flowing in the sixth flow path (46b) are heat-exchanged without being mixed. The vehicle cooling device according to claim 7. Claims 5 to 8 are characterized in that the direction of the flow of the cooling water flowing in the first flow path (42a) and the direction of the flow of the refrigerant flowing in the second flow path (42b) are opposite to each other. The vehicle cooling device according to any one of. Claims 6 to 9 are characterized in that the direction of the flow of the cooling water flowing in the third flow path (44a) and the direction of the flow of the refrigerant flowing in the fourth flow path (44b) are opposite to each other. The vehicle cooling device according to any one of. The eighth aspect of the present invention, wherein the direction of the flow of the cooling water flowing in the fifth flow path (46a) and the direction of the flow of the refrigerant flowing in the sixth flow path (46b) are opposite to each other. Vehicle cooling system.

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